Elevator attachment



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E. 0. JENKINS. ELEVATOR ATTACHMENT.

Inventor.

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UNITED STATES PATENT rricn.

EBENEZER CURTIS JENKINS, OF SHREYVSBURY, MASSACHUSETTS.

ELEVATOR ATTACHMENT.

SPECIFICATION forming part of Letters Patent No. 569,336, dated October 13, 1896.

Application filed November 2, 1895. Serial No. 567,685. (No model.)

To 'ctZZ whom it may concern:

Be it known that I, EBENEZER OURTIs JEN- 'KINS, a citizen of the United States, residing at Shrewsbury, in the county of lVorcester and State of Massachusetts, have invented a new and useful Improvement in Elevator Attachments, of which the following is a specification.

The object of my invention is to provide an improved form of elevator-controlling device and to provide an improved mechanism for controlling the doors which lead into the ele vator-well.

To these ends my invention consists of the parts and combinations of parts as hereinafter described, and more particularly pointed out in the claims at the end of this specification.

In the accompanying three sheets of drawings, Figure l is a sectional view of an elevator-car provided with controlling devices and dooractuating mechanism constructed according to my present invention. Fig. 2 is a rear elevation of the same. Figs. 3, 4, 5, and 6 are detail views upon an enlarged scale. Fig. 7 is a rear view upon a smaller scale, and Fig. 8 is a detail view illustrating modified forms of construction.

An elevator-controlling device constructed according to my present invention comprises controlling ropes or cables, which are fastened at their upper ends in the elevat0r-well and are connected at their lower ends to any desired form of motor-controlling device, a movable device mounted in the car for drawing upon one rope and relaxing the other rope, and a compensating device for keeping the ropes taut.

Referring to the drawings and in detail, A designates an elevator-car, and B designates the vertical ways upon which the car is arranged to travel.

Mounted in the car A is a controlling-lever 10, which is secured upon a rock-shaft 11, which extends to the rear of the car.

Mounted upon and actuated by the rockshaft 11 is a movable device for drawing up on one controlling-rope and relaxingthe other controlling-rope.

In practice comparatively heavy wire ropes or cables are ordinarily employed for controlling the motion of elevator cars. (here these wire cables are bent sharply and are made to pass over pulleys on the elevator-car a considerable amount of power is expended in bending or flexing the cables, a considerable strain is placed upon the cables, and the cables are liable to soon wear out. To overcome these difficulties, an elevator-controlling device constructed according to my present invention has been especially designed with a view of allowing the controlling ropes or cables to hang straight up and down in the elevator-well and to deflect them only slightly from their vertical position.

As illustrated, an arm 12 is fastened upon and turns with the rock-shaft 11. J ourn'aled on the arm 12 are two large pulleys l3 and 14, which I term the defiecting-pulleys, and which engage witlrthe controlling-ropes 15 and 1(3. The controlling-ropes 15 and 16 are fastened at their upper ends in the elevatorwell and are tightly connected to the motorcontrolling element at the bottom of the elevator-well in any desired manner, as shown, for instance, in '7. At its upper end the arm 2 is provided with a sector 17, having gearteeth which mesh with and engage gear-teeth upon a cam 18, having a cam-slot 19 formed therein. J ournaled on the rear face of the car are guide-pulleys 22, 2-}, 2i, and 25. The guide-pulleys and are mounted upon and carried by slides 20 and 21, which are provided near their ends with pins, which fit into and engage the cam-slot 19. of this construction it will be seen that when the controlling-lever 10 is shifted from its central position the deflecting-pulleys will be moved so as to draw up on one of the controlling-ropes and to relax the other controllingrope. It is to be noted, however, that as the controlling-ropes are only slightly deflected from their vertical position as they pass around the deflecting-pulleys 13 and 1A1 when the arm 12 is in its vertical position the deflecting-pulleys when shifted from their central position would tend to draw or take up a greater amountupon one of the controllingropes than would be released or let out from the other rope. To overcome this difficulty, the cam-groove 19 is proportioned so as to shift the guide-pulleys 22 and 23 to compensate for the action of the deflecting-pulleys and to always keep the controlling-ropes taut.

By means- YVhile I prefer to have the movable guidepulleys 22 and 23 carried by slides 20 and 21, so that they will be moved in a straight line, it is obvious that these movable guide-pulleys could be arranged in different manners, for instance, upon pivoted yokes or arms, it being simply necessary that they should be shifted or moved so that they will compensate and correct the action of the deflecting or take-up pulleys.

My elevator-controlling device as thus constructed can be easily shifted or actuated. As the controlling ropes or cables are only slightly bent or deflected from their vertical position, and as the compensating device is proportioned so as to keep the controllingropes taut, the motor-controllin g element will be positively actuated in each direction.

The automatic stopping device which I preferably employ in connection with my elevator-controlling device is most clearly illustrated in Figs. & and G. In these figures, 26 designates a bracket or casting which is mounted upon and carried by the rock-shaft 11. Pivoted in the bracket 26 is a movable arm 27, which is held back in its normal position by means of a spring 3.4. J ournaled on the arm 27 are rollers 28 and 29. A strip or bar is mounted in the elevator-well, as most clearly illustrated in Fig. 7, and is provided with a series of stationary cams 33 for stopping the elevator opposite the desired landing.

On the rear face of the car, and near the upper part thereof, I provide a bearing for engaging with and moving in contact with the strip or bar30. As illustrated, this bearing comprises a pair of friction-rollers, although, if preferred, a single shoe may be employed. Near the bottom of the car I provide a second bearing, which, as illustrated, consists simply of a shoe or bracket. If preferred, however, this lower bearing may employ friction-rollers of the same character that are illustrated in connection with the upper bearing.

The cams 33 for the several floors or land. ings are set off some distance from the bar or rod 30, so that the rollers 28 and 29 are normally located in position not to engage with said cams. Near its ends the rod or bar 30 is provided with stopping-cams 31 and 32 for engaging with the rollers 28 and 29 and for shifting the controlling-lever to its central position to stop the car at the end of its run. The cams 3'1 and 32 are located to engage with the rollers 28 and 29 when the movable arm or yoke is in its normal position.

I preferably provide foot-controlled connections for shiftin the movable arm or yoke 27 to bring the rollers 28 and 29 in position to engage with the cams These connections are most clearly illustrated in Fig. 6.

nected by a link 37 with the movable arm 27. By means of this construction when the footpiece is pushed down the rollers 28 and 29 will be moved outwardly in position to engage with the cams 33 to automatically stop the elevator-car opposite the desired landing.

In some cases, instead of employing asingle cam for stopping the car at a landing, I may employ a cam for throwing the controlling-lever part way toward its central position before the car is brought completely to rest, and such a construction is indicated by the dotted lines at 38 in Fig. 7. There this construction is employed, the cams 38 will act to check or retard the car before the same is brought to rest at thedesired floorby means of the cam 33.

Instead of providing the arm 27 with tworollers, as 28 and 29, which engage upon opposite sides of the cams 33 in accordance with the direction in which the car is moving, it is obvious that I may employ a single roller journaled upon the arm 27, and may arrange the same to engage with cams which are grooved or slotted, it simply being essential that the cams should be so proportioned that they are adapted tov shift the operating-lever to its central position, and I have illustrated such a construction in Fig. 8. In this figure, 330 designates a pair of oppositely-facing stopping-cams, which are adapted to engage with a roller 280, journaled on the arm 27.

The stopping-cams 330, instead of being secured to a strip or bar 30, may, if desired, be secured to the rear wall of the elevator-well in any of the ordinary or preferred manners.

The devices for operating and controlling the doors leading into the elevatorqvells is of a somewhat similar construction to that de scribed in my former patent, No. 54:1,616, granted June 25, 1895, but in connection with the elevator-door-controlling devices I preferably provide a trigger or catch, which is connected with the operating-lever so that the door will be held open while the car is opposite the landing, and when the operatinglever is shifted in either direction to start the car away from the landing the door will be immediately released.

As illustrated in Fig. 6, the foot-piece 35 is arranged to engage with and actuate a vertically-movable spring-controlled rod 39 by means of the projection 390. The verticallymovable rod 39 is connected with and act-uates the rock-shafts 4:0 and 41. The rock-shafts 40 and 41 are provided with arms which engage with and actuate the movable ledges or projections 42 and 43, which are arranged substantially as described in my former patent, to engage with a IOllfeL-i, journaled on the spring-controlled toggle-levers, which are connected to the elevator-doors. A movable slide 46 is mounted in the car and is connected with the operating-lever 10 by means of a link 47. The slide 46, as most clearly illustrated in Fig. 6, is provided near its end with a trigger or latch 48, which is adapted to engage with a projection 49 on the vertically-movable rod 39. By means of this construction when the foot-piece 35 is pressed down the car will be automatically brought to rest simultaneously with the opening of the elevator-door, by means of the connections before described, the operating -lever 10 will be shifted to its central position, and the slide 46 will be automatically moved to bring the catch or trigger 48 and the projection 49 into engagement, thus holding down the vertically-movable rod 39 and keeping the door open while the car is opposite the landing.

\Vhen the operating-lever 10 is shifted to start the car in either direction, the springcontrolled vertically-movable rod 39 will be released, and the elevator-door will then be free to close.

It is to be noted that the elevator-door will be released upon a very slight movement of the controlling-lever, and I consider this an important point in practice, as I am enabled to proportion the parts so that the elevatordoor will close before the car starts away from the landing.

I am aware that many changes may be made in the construction of my improved elevator attachments, and that certain parts may be used in different combinations and in diiferent relations without departing from the scope of my invention as expressed in the claims. I do not wish, therefore, to be limited to the construction which I have shown and described; but

What I do claim, and desire to secure by Letters Patent of the United States, is

1. The combination of controlling ropes or cables, a movable device for drawing up on one rope while relaxing the other rope, and a compensating device for automatically equalizing the action of the movable device so that the amount of rope drawn up on one cable by the combined action of the movable device and the compensating device will be equal to the amount let out on the other rope, substantially as described.

2. The combination of controlling ropes or cables connected at their lower ends to positively operate a motor controlling device, and at their upper ends to fixed supports, a movable device on the elevator-car for drawing up on one rope while relaxing the other rope, and a compensating device also carried by the car for equalizing the action of the movable device and for keeping the ropes taut, substantially as described.

3. The combination of controlling-ropes, guide-pulleys mounted on the car, an oscillating take-up device, and means for shifting the guide-pulleys to compensate for the action of the take-up deviceandto keep the ropes taut, substantially as described.

4. The combination of controllingropes, guide-pulleys mounted on the car, an oscillatin g takeup device, and a cam for shifting the guide-pulleys, substantially as and for the purpose set forth.

5. The combination of controlling-ropes, a controlling-lever, an oscillating arm, take-up pulleys journaled on said arm, guide-pulleys carried by slides, a cam for actuating said slides, and a sector carried by said oscillating arm and. arranged to actuate said cam, substantially as described.

6. The combination of a controllingdever, two sets of stationary cams, one set of cams being arranged to stop the elevator-car opposite intermediate landings, and the second set of cams being arranged to stop the elevator-car near the ends of its run, an arm turning with said controlling-lever and located in position to normally engage with the cams for stopping the car at the ends of its run, and means for moving said arm into position to engage with the other set of cams, substantially as described.

'7. The combination of an elevator-car, a controlling mechanism mounted in said car, a series of cams for stopping the car opposite various landings, an arm for actuating said controlling mechanism normally located in position not to engage with said cams, and cams for stopping the car at the end of its run, said stopping-cams being arranged to engage with the arm when in its normal position, substantially as described.

8. The combination of an elevator-car, a controlling-lever mounted in said car, a door leading into the elevator-well, a catch or trigger actuated by said controlling-lever, and arranged to hold the door open while the car is opposite the landing and to release said door when the controlling-lever is shifted to start the car in either direction, substantially as described.

9. The combination of an elevator-car, a controlling-lever mounted in'said car, a door leading into the elevator-well, foot-controlled connections for automatically opening said door, a catch or trigger for holding the door open, said catch or trigger being arranged to be released when the controllinglever is shifted from its central position substantially as described.

10. The combination of an elevator-car, a controlling-lever mounted in said car, footcontrolled connections for automatically stopping the elevator-car and for automatically and simultaneously opening an elevator-door, and a catch or trigger for holding the door open, said catch being arranged to be released when the controlling-lever is shifted from its central position, substantially as described.

11. The combination of an elevator-car, a controlling-lever mounted in said car, a vertically-movable spring-pressed rod connected to automatically open the doors leading into the elevator-well, a slide having a catch or trigger for engaging a projection upon the vertically-movable, spring-pressed rod, the my hand in the presence of two subscribing parts being arranged to form a catch for holdwitnesses. ing the door 0 en While the car is opposite 1 T r w T T the landing, an d for releasing said door when EBB) EAER CURTIS n 5 the controlling-lever is shifted, substantially YVitnesses:

as described. LOUIS W. SOUTHGATE,

In testimony whereof I have hereunto set E. M. HEALY. 

